Mechanism for controlling air-brakes.



PATENTED AUG; 6, 1907.

E. G. SHOBTT. I v MECHANISM FOR CONTROLLING AIR BRAKES.

APPLICATION FILED MAR. 6, 1902.

6 SHEETS-SHEET 1.

RESERVOIR No. 862,205., PATENTED AUG. 6, 1907.

' E. G. SHORTT.

MECHANISM FOR CONTROLLING AIR BRAKES.

' APPLICATION FILED MAR. s, 1902.

G SHEBTSSHBET 2.

Wfiuesses.

No. 862,205. PATENTED AUG. 6, 1007.

1s. G. S'HORTT. MECHANISM FOR CONTROLLING AIR BRAKES;

APPLIOATION'PILED MAR. 6, 1902.

G SHEETS-SHEET 3.

WITNESSES:

Wit MM PATBNTED AUG. 6, 1907.

13. G. SHORTT. MECHANISM FOR CONTROLLING AIR BRAKES.

APPLICJATION FILED MAR. 6, 1902.

6 SHEETS-SHEET 4 ATTORNEY PATENTEQ AUG, s; 1907.

7 E. G. SH'ORTT; M EG'HANISM FOR CONTROLLING AIR BRAKES.

APBLIOATIOH IILBDMAR. e, 1902.

e shams-snnm e.

W'tmssas.

:lie eonstzint ly lio nt up While the ei" T W iii Elite v in) Patented. Aug. 6, 1907.

cs to an iinpiwi'enient in AC/fil such a degree that there ll 2ll\\'iL' JS be plenty on lie-ml pu pose i'oi wli vh it nut lit: needed; anal i'oi' ioi'cv u enabling i l! supply of pi'oss -re to the in With this inw ntion n llXl' Ll and emisih 'ieleusc of the [italics \VilUllUVti' required. may be hsi' l uneth- Melt: Also then: is always an abundant supply oi ill." for i-epontml V tlIlLtlfiUfiS on long or when frequent service as Well as vi'lnih wsiii in (use oi emer- (onsluney of! -h pressure in iho (min-pipe is maintained iniiwithstanding; the leaks to hich the ii'ziin- 'iipe is i'ommonly :illlJjPClOtl. These and manifold otl H i sin oi il-lllill Lo iiltziin thi ni i the (to rm ion combination :nid ient of pi Hill $llli ,7 lly will he herein :il'ler more hilly erihw: and claimed; wh rein a novel texture in the ongimmrs valve is availed oi to permit an uninterrupted l' -e l or siiiiply oi .Lll' from the 11min re noii' to the tmimpipe when. the on irein is pe 01""bmkever iluiii-p neers \"lllYl in the on hip position; and wh employed mums for preventing the es 511;; pro it when the nessure in the .uixilinq or tininnpe has risen shove it pl'((l(H'llllilliii mnomit, the IIE'QSSUIO which is stznitly Imam iipplieil and in ned in the pipe 11ml on)" -iCSll,\' li' closely :ippi", the lew-3e of p:-

ting

which the release of ihllh n'essin-o is nmhiiiteil so that a role-use oi the l l'filailb he (lillt mix :iiiso liy sir'n oly mil pressure in the min pipe Lt iew pounds which will resill. in so (romlilioningthe braking pr we release menus 118.10 allow the lit oi the exhaust to atmosphere. Anni the invention also comprises nniny (letziils 21ml peculiarities of structure and C()l1l) llltttl0ll ioi' the more periect nttiiinmeni. oi the imiount ob jects in \flQWI.

in the ittiliuhlpitl g ilniwing .ii liistmt' volition, Fl uie ii Vertical secti n of in means for controlling illl brakes, h'oni the ti to the llin il the 1 said wilvo nieans of i IOWU coupled to the exhaust port of the triple v21 lve, Hill the outlet valve ling-ed in connection with the ol 'iIliC same on at reduced scale, :1 co (ii; oi the OSSQl'lilitl parts of on 2th brake sys tom shomi in olemtimml outline, the )outlet valve for the exhaust which is ai'i'snged in connection with the diaphragm chamber being shown {is close 1. Fig. 1.5 is it horizontal section-til plan View of the engineers valve which [Orion a. part of the present invention,

aving it special attachment thci eto, by

h 11 certain onionnt of pressure from the l main reservoir is lilloi echto pass into the train-pipe when the enginoens '"iilve is on hip. Fig 3 is a bottom plan "view of the rotary valve which occupies a position on the it of the 1112 'n body of the engmecrs valve. Fig; l i. Ll side elev tion of the engineers valve with my he loved attachment shown in section on the line 4/. a. of My; 3. .l ig. 5 is it vertical section oi an enginevalve and is intended to show parts that commonly enter inio the construction of such 5L ,4 o is a, vertical section of the some at ht angles to the section ol T r and is designed to indicate more particularly the pressure-remining or excess-pressure valve which permits only eei'tian amount of p es. no to pass intothe train-pipe, Fig. i 7 is :i detail side elevation of the valve-provided oddition which i have made to the engineers valve. Fig. 8 2M1 end. view of the same. Fig. 9 is a top plan View. Fig. 10 illustrates a modification of my inven tion, in that it shows it pipe leading from the diapln-sgmamber to the train-pipe, or train-pipe space of the L1'lPl(3VtLl\'U, instead of to the auxiliary-reservoir {LS is the case with that form of the invention shown in Figs. l and 2. I

Similar clitn-gietei's of reference designate corresooniiing; poi-ts throughout the different figures oi the (l 111W ing.

One of the principal liezitures oi this invention is the prov sion of )5 We-Wziy 01 channel between the em 0 the tiiple-vzilvo and the auxiliary-town ()i h veen said IlizLLlSlL-POli] and the train-pipe, orthetmin Wipe space in the triple-i lve; inwhich passage or chsmiel is situated an outlet valve for the disehzn'ge to the atmosphere of the air exhausting from the hi e-eylindoi, the operation of which valve is controlled by the pressure in the inxilizn'y-i'eservoiior in the l/L'uiIhPlPO, aceoroingly as the channel 0! passage is connected to the one or to the other, said outlet valve only openingiio discharge the PI'QSSUIG released from the cylinder to'the zitn'iosphere when the pressure in the anxi inry iesei-Von o the tininqnpe is equal to or above certain predetermined figure, say'OO pounds. I shall now piooee to describe in detail the construction and Lll'TLLllgUDlQ/lio of the parts composing the said conneclonned on the lower end oi a hollow screw-Sluradol u I itsoll'.

tion between the triple-valve exhaust-port and the auio iliary-reservoir, or between the triple valve exhaust port and the trairrpipe, and the discharge valve belonging to said connection. I

1 denotes a triple-valve, of any suitable or p erred type, having thereon the exhaust outlet or discharge nozzle 2, through which the interior exhaust port I?- do livers the brake-cylinder exhaust to the store under ordinary circumstances, although not in the present arrangement. Screwed into the disclm {ale 2 is a short connecting pipe t, the other end i is screwed into a tee pipe 5, attached to oncend ol' wti is a valve body 6 containing a cock I" which can he used, when (.lesired, to render my proscnt iinpn n1 inactive and pern'iit the discharge oi exhaust i to the'utinosphore by providing an i this point. On the other end of the tical pipcS containing aspring l7 and valve to, whirl; latter has a play relatively to its seat l6". Seat l" tral projection 45 on the bottom ol a castinll. which constitutes the lower hall ot a chandler that contains a diaphragm, said projection 45 being screwed into the upper end of pipe 8. he upper hall of the (ll ll'tlglil chamber consists of a casting l0. The two s noon to and ll are secured twether by means oi sin-ou s or lioll s and between s id sections is firmly hold a heroic dim phagin 1.?- ol: suitable material. The upper section i is entered by a pipe 9 which leads to the mixilizu closed trai Il-ll3i3 terniin oil r g cop pounds, the Jig l7 will be compressed, the valve 16 open ed and a M ay of escape provided along the winged stein 1-5 through the lower half of the diaphragm chamher, and out into the atmosphere through holes l2,for such hr c cylinder prcssureas may exhaust through passages nd pipes 3, l, 5 and 8. When the pressure in the reservoir or the train-line is below sixty pounds, the valve )6 will he constantly 1; pt closed, and therefore thorn.

inc, and no rolcase can be had at any time With .pt when the reservoir or traini n er -snow is in cm ss oi sixty pounds (or such other ozy hdctrrinined upon), but in practice an'oximating this is always mainin volition. in order to release, it is ncc' the pressure in the train-pipe in the one raiu-pipc and the reservoir in the other which possesses valve-opening power valve ill, but this involves only a slight change of prii ure, and there is always enough stored to o \cct that slight cl'iange. For in order that pressure ol' wonsn power may he readily secured, wh uovcr no. :-r releasing purposes, l have inv nted a ncn' a iiupwtant attachment or addition-to th c 'ginoc 'airo whereby pressure may be supthin ci-nstrxurtiou, e2;

lor the discl voir 20 in the forinol the invention reprusentml in l l and 2, but which, in the form oithe iuvontilni at r-rvoir while the b it, the parts of the triple in Fig. it), counr ith the pipe 40 that loads f'zilvc position and the cnginocrs valve on trainqnp space or the triple valve, or to the ll'ztllhilij lop, ind this in cl construction of enginoers valve,

Pipe "llli provided with a cock l l: wrench orhandle as shown in F'". 1.6, th when needed to disconuoct thc pris from the min'pipc. Valve 1(5 has a win that m y ip ain't downinv thehoilow pro unpr cnd oi so bcr ii -n nth a block 14, which is rigidly secured to tho i diaphragm .3, near its center, said block l-l havi 46 adapted to refit, on the casting ll when valve 1i: open and to be lifted a little above casting; 1.1 when valve 16 is closed. it will be noted that the connc tion between the mlvc stein 15 and the block 1 l is a loose ono,said piiu-t,.. hoi separate. The bottom ll of the diaphragm chamber is providcd with a scrics ol holes or perforations 12, through which the pressure may exhaust into the atmosphere. Spring '17 carries ntii's upper'end a disk. 18 having a downwardly extending projection 19 around which the upper cud i the spring is coiled. The disk l8 preferably has its upper hue dished, concaved or cup-shaped to conform more or lo. u tothe alinement of the valve 16, with which it is in corn tact.v Spring 17 is tcnsioned between the disk 18 and a rabbet or shoulder in the lower end of the pipe 8. Spring 17 normally has the function ol' holding the valve 16 against its scat 16", and in so doing the dim phragm 13 is flexed so as to he sprung at its center more or loss above ahorizontul plane. C n th 1') o the diaphragm is either risirvoir plOHI-llll'f? r 1 no prossure, accordingly es the chamber is wuinoctodyvith res ervoir or train-line, and the effect oi :euch pro sure is i'zm'istantlg' to tend to open th valve l6.

i l stein entering the diapl The spring l? j noccssary for use in the accomplishhost r sults in brakcsorvicc, twill now wribc, thr ructural details being deline- I 5,417, 8 and 9. ,7 iu-ors valve now in common usc l rotor vrtpif'lztllf," to the i-innilizzr type of valvo known as tho "diesting'hoim hats the luuction of allowing coinssed air to s l'rointhe main reservoir to tho train line win-u the valve handle is in running or rclcnso poul, ol" not allowing any passage of air from tho 'voir to the train-line when tho valvc handle is on lap, [or when the valve handle is on lap, all coiniuuuication i/('l when ihc several parts is supposed to be cut oil, l urthcr, this well known type of minim-nus row in use on railroads, is provided prossurc retaining; or excess pressure valve, pr ure in the main reservoir to reii that in the train-line, because no maton of pressure may be pumped into wit h which permits main in ('Xit tor how is suiiioiw'itl 1 strong, hewc, r,. to hold the valve i"; g

when the on lap position has been say sixty pounds, and when the pres sure that tends:- J) open valve 16 is more than sixty the main reservoir, only aliini tod amount, ordiiuirily- (ran he no roll-use of brake cylinder pressure at mits air to pass from the main reservoir to the tmin line til this time. hut it is of such 2t character and is set with such :1 definite resisting power that pressure in excess retaining or cxcessprcs. ire valve, and also less Li i llitli too reieosu sure required to control the valve device a ho vo doscri nod for the discharge oi broking pressure. ultluiuigh the pressure, which passes this vuilve on hip closely approximates the said release-controlling 1 permittix'ig prcssu to press from the main ithhl ML .1 iino': 4 ineers valve while it is in the i on lap position, the pres. re in the train-line is kept "fly pound or more, all t he time, no matter how iii-" v ervice ops nrv have been uiodo, or how nuihe dru' th, e{willhwy-reservoir, inasmuch as air is he- .v supplied to supplement these withii the pri s re in the train-line and in the voir can he kept up to fifty pounds, then when release is (h I 25 turned to release p ion; the provision of the cXtrt teii pounds of pressure needed to'lii't the train-lino or the reservoir pressure to releasing pressure will be socu l with perlecnesse and with scarcely any delay.

in order to facilitate it hotter understanding oi the novel construction and function of the improvements which I'huvc applied to the cngineers:vulvc, I'will now first (lQSCrlllC :1 common and it known, example or typo .oi \\"cstii1ghoriso engineer socondlywill explain howl have added to its structure and enhanced its usefulness and value. It is, of course, unneco y todcscrihe with great intricztoy of detail the inochanismnnd operation of thiscomrnon form of ciiginecrs valve, for such a'vnlvc is one of the well' known essential e. nents of on air hrrtke system, and is 4 0 l; I liur to all persons skilled in the m of train braking, and therefore my stntmnentwill he of a more or loss vgeneral character without going into the minutiae of structure and arrangement. I

r ferring now to l igs. I 5'), i, 5 zt nd 6, it willhool ,45 served that l have illustrated one oi the host kuowir forms oi Westinghouse cngineors valves in use at the present day. Proceeding now to briefly sketch its most sitliont and clizuactvristic features in order that tin nuturc and design of my improvemdut may be after- ""werds sci forth with grout perspicuity, 2i denotes the main valve body having it brunch pipe 50 to which n pipr leadingi'roni the main reservoir may be coupled, u branch pipe-Bl to which a conncotion withtho :tminpipe may he uttzu-hizd, u luuuch pipe 52 leztdingto the mph won, and n brunch pipe 53'lcading to at pump governor and gage. inside of the body 21 is it sent 33 luiving therein 9. port 54' for receiving air from the niuinlescrvdir, and u passage 55 leuding to the train-pipe connection 5i.

and said secondpressure-retaining valve pcr-.

hum allowed to pass through th e ordi-' n the train-pipe air and the air d and the enginccfs valve is s valve, and their only with what is old and well known, and I in while running; third, on lap position where leverythiug .conlmuuiczrtion directly between themuin reservoir and train pipe ceases, but is kept up directly through various ports andpussngos, and the lead vulve whose function it is to limit the amount of pressure thztl, enters the train-pipe, limit being ordinarily fixed at seventy pounds. When the handle is in the on hip position all ports in the rotary valve and seat are blanked. When the handle is in the position for applying the brake and making. it service stop on exhaust 'port is open to the atmosphere to dis hiu (i' u low pounds of pressure. When the handle is in tho position for applying the broke in the making of a sudden or ciiior- $0 gency stop lull communication estuhli hed between the train-pipe and the atmosphere. Within the valve body 21 is a piston 8i} that controls. the passage of air to the train-pipe all (l other ports at certain times, and under certain conditions, and which operates itutomntically in permitting and obstructing tho flow. Alongside of the main valve casing 2l is a ford valve casing 32 containing a feed valve device 81', the preci e construction of which it'is'uunoccsszuy to give in do ll, but. the function of which valve is to allow only a certain degree (ii pressure to iced into the train-pipe while the engineers valve is in running piisition, not over seventy pounds. This valve is variously deiunninzrtcd an ex cess-pressuro valve, a pressure-retaining valve, or it feed valve having tho chin'mztcristic oi limiting the quantity cattle feed, and hy this valve, when the htnu die is in running; position, thoprcssure in tho ti-nin- )i )c is autonmticnll Y cut oil when it reaches scvcnt .V

pounds regardless of any higher pressure that may he in the main reservoir. Among the various ports and possaiges-iu the main body 21 is a horizontal port 26 that carries itir from the main reservoir to the food vzilvo casing 32, and its valve 81, and another horixoulnl port 25 that carries air lroni valve 8] and casing 32 to tho train-pipe. The direction and relative position of these ports 25 and 26 are clearly indicutod in Fig. 2}. Thus for in the present description oi the cngiuocfis valve reiorrcd to in this paragraph I have been (lifitling ll) claim of originulity thereto. Although l luivo luid in I?) mind in what I have said and illustmh d one particular Westinghouse type of engiucors vulvc, yet the rhriuctcristics specified belong quite generally to various dillorcnt kinds. ilu l have nmdo an er tromcly imhortunt mldition to such a. valve, an addition which is unique and cxtnunoly'usclul in structure and function, and this ll will now )Iocood to describe.

27 designates a thin plate or Pasting adopted to he inserted between the inuin vztlvo hody I2] and the loud vztlvt hotly 32, and securely hold in place by the sumo 120 bolts 56 56 that are ordinarily employed for attachingthe Volvo hody- 32 to the valve body 2 except that they will he made a trifle longer. 'lhc-so bolts 56 imss through bolt holes 57 provided in. plate 27 for the purpose, which holcs57 register h the bolt holes in the body 21 and the body 32. Also plate 27 has therein two transverse inclined ports 58 and 59, the former registering with andiorniing apart oi the reservoir passage 26, and the latter registering with and forming a part oi the train-line passage 25, so that the introduction of the plate 27 into the organization of the engineers valve does not disarrange the ouster-nary relation of the various parts oi said valve or interior-e with the main plan oi its construction. It will moreover be evident that this attachment oi mine can be applied to the engineers valve with the greatest ease and facility and at only a trifling expense, for the cost oi building the attachment is small and the connection is easily made by simply introdueingthe plate between the twovalve bodies in.

i5 the manner I have stated; Furthermore, the plate 27- is provided at one end with an enlargement or protuber ance 00 serving as a valve body and containing a valve plug 29 having an operating handle 28, said plug beingoi a conical iorm to correspond to the conical into- 20 rior oi the valve body 60, and said plug being hollow. Within the plug'2!) is a valve 33 and its seat, said valve having a stem. til. that is enveloped by a spring'36 tensionod between the valve and aunt 34 that screws into and closes the lower end oi the valve plug 29, said nut having a sleeve like projection thereon. which receives andaccommodates the movement of the valve stem 01. Screwed into the bottom of the valve body 60 is a recessed plug 62 carrying a spring 35 that bears against the underside of the valve plug nut 34 and acts to force the plug 29 upwardly into close contact with the conical interior of the valve-bodyGO, in order that there may be a tight joint to prevent leakage. See Fig. 4. On one side of thevalve 33 is a port 63 which communicates at times with a longitudinal port 31 in the plate 27, said port 3]. eon'lmunicating in turn with a horizontal port 98 that leads transversely through the plate 27 and then for a short distance into the engineers valve seat 23 where it comn'iunicates with a vertical port 37, which l in turn registers with a port 3!) in therotary valve- 24 4 0 when the latter is in the on lap position, it being rememiberod that. the air on top of the rotary valve 24 is main reservoir air, and, consequently, the ports 39, 37, 38,

ill and-( 3 provide a passageway for main reservoir air 1 to the valve 33. On the other side of the valve 33 is a recess and port 64 which, when the port (53 is in com munication with the passage 31, will be in commuiiica: -tion with the longitudinal passage 30 running lengthiwise in the plate 27-and connecting with tln 'trainpipe llpassage 25, see Figs. 3 and 4. The spring Elli belonging he the valve 5:3 has a certain definite resisting power or trength, being set to permit only a certain degree oi u'esstlle to pass said valve from the main reservoir to he train pipe, said degree being preierablylixed at iity pounds, or tln-reabouts. Thus the iunction oi this valve, which may be. called a iced-valve or pressurer :taining valve, is to allow only a limited amount of p 'cssure, say liity pounds, to pass item the main reservoir into the. train pipe. But this valve never comes into operation except when the handle ol' the engineers (50 valve is in the on lap position, and is in reality a feed valve for the on lap position oi the engineers val ve handle. .liy the use of the handle 28, the plug 2!) can be turned when desired so as to shut off all communieation between the ports 30 and 3.], or the ports (iii and (i4, and 65 thuscutout this on lapieed valve and render it ineliectrelation to each other.

ive and idle. The movement of the handle 28 is lim-I ited by the stops (l5 and 66 which define the position that it ought to assume when the valve is idle, or when. it is active. Obviously from a consideration of the relative arrangement oi the ports and passages which vI 70 have just described, and the position and function of the extra feed valve, it will be evident; that when the engineers valve handle 22 is placed in the on lap position, the port 39, by registering with port 37 will open .the main reservoir to the train pipe through this feed 7 5 valve and'allow air to pass into the train pipe until the pressure in the latter amounts to iiity pounds, when the valve 33 will automatically shut off and prohibit any further inilux oi air to the train line,

I will now explain the operation.

Ordinarily as is well known when the engineers valve handle is on lap everything is blanked, but with my improvements, when the handle is turned to the on lap position air still continues to feed to the train pipe. With the ordinary excess-pressure valve or feed valve an air pressure of seventy pounds is allowed to pass to the train pipe when the engineers valve is in running position, but the amount allowed to pass by my secondary or on lap feed valve is less than this, being only about liity pounds. It will be noted, therefore, that in the operation of my present system for controlling the action of air brakcs there are three predetermined de-' grees of air pressure which bear a definite and fixed First, the release controlling pressure of the auxiliary reservoir or train-pipe amounting to say sixty pounds; second, the ordinary maxi mum charging pressure [or train pipe and other parts of the system when the engineers valve is in running position, which amounts to 'not over seventy pounds;

and third, the on lap l'eed valve supply which amounts 1 ()0 to not over fifty pounds. it is essential that the on lap feed valve. supply should be less than release controlling pressure, and that both of these should be less than the maximum supply afforded by the common form of engineers valve, because of the paramount objects had l 05 in view in this invention, as stated in the preambleto this specification, which are to maintain a plentiful sup ply of air in train pipe and reservoir for all the necessities of actual use, and to keep train pipe pressure I nea rl y equal to but slightly below the release controlling pressure, so that by a slight rise in the. train pipe pressure release may be (prickly had at any moment. The object of requiring a high pressure in order to control the re use oi the brakes is manifest when it is remembered that without this a constancy of high pressure could not be maintained in the-train pipe and auxiliary reservoir. I

Having thus described my invention what I c rim. as new, and desire to secure by Letters Patent, is:'

1. In a lllllfljll'lS-Slll'i. brake mechanism, the combination 1 20 with an auxiliary-reservoir, train pipe, brake cylinder, and triple valve, of means for preventing at times and permitlina' at other times the escape of braking pressure exhaust, which means are controlled by the degree or pressure in a part of the system, and means for constantly supplying and maintaining a pressure in the train-pipe and auxiliaryi.'eservoir of a degree le s but closely approximnthn; the degree of pressure at \v ich release of braking pressure lsfi permitted, so that: a, release of the. brakes may always he quickly ellected by a small increase in the n'essnre iu the train pipe.

2. In a fluid-pi sure hr mechanism, the comliinatiua with an auxiliar;unscrvnir, train pipe, brake cylindcr and triple valve, of means [or lllu kiitlli escape (it braking prcssurcv exhaust ext'rpt whhn tlm prcnsurn in a part of thcv system has riscn above a prc iet miucd amount, and moans i'nr constantly supplyingair to the train pipc and auxiliarya-escrvnir to cause the degree of pressure therniu to la 0nl5 slightly less than said pretlctcrmincd amount, so that a release of the brakes may aiw he quickly cll'cctcil by a small increase in train pipc pro sure.

In a iluidprcssurc lllilliO nicchanism, tlr cmnhination with tin essential clemcnts of such a cchanisni, of rclc-asiur' zncans for the braking pressure operative wily wlirn the pressure in a part oi thc SYSUUJ exceeds a prc dulcrlnii oil amount, and means for lmcp the prcssuru in rvs--oir and train pipe so nuarlgi up predatorinincd ainmint that the dilicrl c may ht,- real supplied. from the vxccss in the main reservoir.

t in a tluidprcssurc brake mechanism. the combination with the cssential elements of such a mechanism, of rcleas lug means for the braking pressure tiptlrati .20 only when the gircs urc in a part oi the system exceeds a pi dutcrmincd am'mut, said means consisting:- essentiail; at an nutlot valro act d on by a spring. and a dia gm crinstuutly: r-xpusrtl to said,antiliaiy-rcscrvoir or train pipe prcssurc, and means for keeping the pressure in .rescrvci and trainpipt' so nearly up to said prcdctcrmined amount that the ilitlcrcucc may be readily supplied from the excess in. thc main rcscrvoir, said means consisting essentially of an en g'iui-vr's valve that allqws a limited feed to train pipe when handle is on lap 3. In a tluidprhssure brake mechanism, the combination with the essential elements ,otsuch a mechanism, of re ltll 'lilfJ, means for the braking pressure operative only whcn the pressure in a part of the systcm reaches a predetvrmined amount, and means for kccpinwthe pressurc in the rcscrvuir and traiirpipe so near d predetermined amuunt that the diti'crcnce may he readily supplied from the excess in the main reservoir, said means consisting, visscniially of anengineer-s valve that allows a limited feed to train pipe when handle is on lap, said limited feed closely approxiniating the said predetermined amount but being less than it.

t. In a fluid-pressure brake mechanism, the combing with the essential elements of such a mechanism, of leasing means for'the braking pressure operative only when the pressure in a part 01 the 'system reaches a predctermined" amount, and consisting essentially of an outlet valve having a diaphragm constantly exposed to said 'prcssurc. and means for keeping the pressure in reservoir and train-pipe nearly up to saitl predetermined amount, said means consisting essentially of an engineer's. valve that allows a passage of air to train pipc while the handle is (ill lap, whereby quick release otthe brakes by a small lllt'lei of train-pipc pressure may'alwa s be effected, and

a plcnliitul supplvoi' air for service or emergency actions always insured, and any luss through traiupipc leakage T. in a Iluitl p cssurc bralge mechanism, the combination with the essential elements at such a mechanism, of means t'ur prcrilnting the rclcasc 0t braking prcssurc except at m-rtain times, and means for constantly supplyii air to tho train pipt, and auxiliarya'cscrvnir until the pressure thcrvin rca hes a degree nearly canal in that rcquircd cl'ctrt rvlcast, of liraliim;- pressure, the diticrcncv lining rvadily supplied whun ncedml train the exec in the main rrscrvuir.

.8. In a fluid- 'n'cssure brake mechanism, thC- ctunliinat tm with the essential ulcme s at'siuh a mechanism, at nuaans l'ur trcvcnting the rult-asc (it braking, pressure erccpt at? curtain times, and moans for cnnstanily sui'ipirinn; air to Ha train-pipe and auxiliaryservoli to Pause ihte do; 0t pri'ssure tbcrtrin to lit! hiss than but so nearly, in tial in said prcdctcrmiuud amount that .llL- filth-[ONCE in: he rt-adily suppiit-d trim: tln- :naiu r0, quick rclt': sh ut' tllr bl cs Iv) a siral [H'HsSlll'l ma) hr all'rrtud. and \vhcrulu' a, plcuiztul :4 mp2 of air for suct'vssivu ::'ratiualimis as wt-ll t'ur mumwat action may hu always i trial. and lass: tlirai train pipc luakagc m'urcunic.

.fiQF.

B. draws-u, the roinliination with the vssnntial ucii a inrchanisin, of means far pit-iuntbrx, 1hr; rcpt at co sair.

: dischai by the {tt'l'lOl ui or rcscrvoir 1n air ta tla:

Li a moi hpplictl from the main i'usOlVOii' excess. luhl iu'aiw ii1t"'l.lill,lii. the combinathe f.

ill. in

tion with pnssaggr-m i lead :12, lrmu 2h brake ryliud r exhaust, a

'd passaizu that owns a 0 to the atmosto lltll'lllkllly close valve, and a ialitl z expo side to anxilizu'y- 'e,'an .l h "in: lnc liincl'i'm oi opening 'thc innctiu miy cxcrr'srd when the said 1:; of a 'l.*l't-l"iFilllllilttl amount, and means for con: supply; n, 1 the train ipc and auxiliary'rescrrausl tilic Q c th in to be less than, but, so zicari canal prodc mined amount", that the diticr cc may it; 'ilietl train the main rcscrvuir (Excess. i

iii In a fluid-pr ssnrt: brcnlc mechanism, the combinaiiun uith the e sential (lQlilOlliS Uf such a'mcchanisin, of a passage-way tradi g from the hr: :0 tylinder exhaust, said irissagn-Way timing a valve body and a diaphragmcuntaix. u. valve in said body that opcns to disc-harp satire to the atmosphere, ...iid valve having a stem, a spring acting normally to close the valve, and a diaphragm in the chamber W l is adapted to exert a pressurq against the valve stain, the other side of said diaphragm iiein,g conutantly crtposeti to pressure in a part of the system, and said diaphragm having the' function of opening the mlvc only when the said pressure reaches a predetermined amount, anti means for constantly supplyvaiw: in

plivrc, a :azri diaphragm (am rnsnrruir prrssi mi r to means for preventing tiic escape of hral in; pressure exhaust cxrcpt whcn the pressure in a part of the system is 01' a prcdctcrmincd amount, said in (10m n: passaizr- 'a ,"l a(.intrain the triple vaivc cxha t, and a valve in said passagl' that opsns to disvl ntge ])lill-.'llll:( pressure to the mint, said opening only taking; place when the rivc is ac n ii predetermined amount of pi sum, and Di -1115 for constantly Supplflug air to the trainpipo and at lHUY-ITSQIWCU'l to cause the (learnt:- 0i? prcssurc thcrcin to bc loss than but so nearly equal to said prctlvlorminxi amount that thc ditic'aicc may bu readily supplil-d i'ron'lthc main rrservoir ertm.

ill. in a llllltifl'il iiinrii'li i rakc 1li("";tlli5m, the combinatio with the essential clcments such a mechanism, of mi far p cvelit. t the escape 41f braking pressure 0xhau l7 cxcept when thc pressure in a part of thc system is of :1 prctlctmrmined amount, said Tl'liilliFl consisting esscntially l' a pussa -way Evading; train the triple-valve *alvo in said passage that opcns to discharge r0 to til atnmspiicru, a diaphragm acting at tirnrs to tat-n the ralvr. said tilarhrag-in lining culistantly exposed mi onc. sid= tn prc .n in a part (it the system. and a 3' .ing' device l'm' clns lg the valve, and ill tliin tar to; antl supplying" all, to the trainpipe and in cause the Htor pressure tharcin ,m to bc 5 than but so nearly .ilucd arrumn that: the tiilicreucc lurch. ,nr thu cmnhinzr at suth a mechanism, 0t and pl-rmittina' at ui'hcr urn cxha: Wliltjll mmmu ll't! a part. at the valv situated in rylinu, uni ist', an i nit-ans 'ur prrvcnl at:

mus t'hc as-cape t,

t'uuiinllrd by and mnaiai,

of a distill: tram the brak- -iion witlrthc essential cicincnts of such a mechanism,

ing air-to the ain pipe and auxiliary; reservoir to cause om tho main rrscrrnir excess.

-meuns for maintaining a'eonstnnt suy having a spring arranged to close :1" open the valve, which diaphragm is en one side to the presure in a part in the moved only when 5 id pressure is 05 amount, and means for eenstant'ly suy il tuining-a pressure in the train-pip and voir closely approxinmting the (legiewuf. ,r vr release of braking pressure is pe release of the brakes by a smell pressure may always be effected. of air for service or emergency action ti 15 In a fluid-pressure'brake mechanism, iii 2 vemh iion with the essential elements 01' such r. nuril means or preventing the escape e1 hr liuust except {it certain times, and me supplying air To the train-pipe and :15 cause the degree of pressure therein to he iiso nearly equal in said predetermined amount that lerenee may be'readily supplied from 'ihw exe s, said means including an on one feed valve that is idle when on noel lap and l01l0rdiiv0 only when it: in llliliillifi nesiti and having also a second feed vnlve iimt is operative en]; when engineer's valve is on lap the pr t 'e :tlimred to pass in J triiin-pipe through the second than that. allowed to pass through the l slightly helQu' and closely approximating the Mere-nth. predt-ierminetl amount, 01 releuseeeutrell 16 in 21 fluid-pressure hruke uieehm Lion with the essential elements of suttrnin pipe and auxiliai'y-1'eserveii' of a tlt 1.1't"- i so nearly to that required it) effect the r ,1 huge in: v be readily sunplied from Hi i said means eompri ug an enriiueers i lve having; 1 main body, .1. f

ed valve body con iulmlig u. vnlve that allows the maximum charging pres train-pipe \vhen Lhe handle in running a plate interposed between the TAVi) valve lmdies' (l :mvingsuitable ports and passages, and carrying: 1 'Vtll i, only when the handle is in the on lap position, this su oi". air lie puss than is lit ieed valve.

mechanism, the 'e'ntinl Memphis in" whinei, of ihe l, prede iliOLlllS 'ulve (lint e hip and operative and u seeu'flii reed valve interposed heiiveen the body oi" the first the main lied: 01 the en neers valve, said and ports that register with when ill t, 'ivherfit is in run married i a Mutt feed \lil plate I:

so that when the second l'eetl mm wnrieel u r -nev eir pu suge with rrtruiuii m passage, and

mire handle on inn 1 may be opened iii in iQl'VOil -r tritium it zut'l-gwiuiit' feed in semmi feed 511151902. 2. sneu'r'rl ing eontniui'n a feed valve that: is opera-.

and urts in ihe ml oiuingr parts all :irrm ted properly turned it!) ve whileli'he on lap (I it) 

